JPS6360265B2 - - Google Patents

Description

DETAILED DESCRIPTION OF THE INVENTION The present invention is based on US Pat.
2,889,844 and 2,711,749. Each of these patents is
1 shows a regulating device for an automatic transmission having a regulating body attached to a driven shaft; The device is adapted to rotate with the driven shaft to generate a pressure signal that is sensitive to the rotational speed of the driven shaft. This signal is passed through an appropriate opening or internal passageway to the transmission mechanism to actuate a valve that controls changes in the transmission ratio. The shift valve of this mechanism is subjected to a velocity head pressure by regulating pressure, and this force is opposed by a torque demand signal or an engine torque signal. The shift valve responds to the force difference created by these opposing signal pressures to initiate a speed ratio conversion.

The shift valve controls the distribution of pressure from a positive displacement pump driven by the transmission to the clutch and brake elements within the transmission, which in turn controls the relative movement of gear elements, sets or clears the torque flow path,
Furthermore, a torque reaction force application point is established to transfer the reaction torque to the fixed housing.

A typical transmission mechanism suitable for implementing the type of adjustment mechanism shown in these prior art patents was published in October 1979.
Illustrated in Co-pending Application No. 82399 entitled "Multi-Ratio Overdrive Transmission System" filed on May 5th,
It has been described. Its inventor was RS Leonard,
RC Bolts and LD Burts are both assignees to Ford Motor Company.

The Leonard et al. application includes a fluid torque converter and a compound planetary gearing system that together define a torque transmission path from an internal combustion engine to a driven shaft, which in turn connects a power transmission path and a differential. and is connected to the vehicle's drive wheels. The gear device has four types of forward speed ratios, the highest of which is an overdrive speed ratio. When the transmission is operated at the first and second low speed ratios, all of the engine torque available to the drive wheels is transmitted through the fluid torque converter. A torque converter increases engine torque during early acceleration. A torque converter includes a turbine that provides a torque input element for a gear system. The clutch and brake mechanism of the transmission sets a maximum torque ratio on the gear during low ratio operation. The speed ratio conversion to the second speed ratio is based on torque, reaction,
This is done when one of the brakes is released and the other is applied. However, engine torque is transferred through the fluid torque converter as during first ratio operation.

The third gear ratio operation is a split torque drive, where part of the torque is transmitted hydrodynamically through the converter.
The remainder is mechanically transmitted to the gearing. In this case, the gearing is adapted to set a one-to-one speed ratio. The ratio conversion to the overdrive fourth ratio is accomplished by activating another reaction brake on the gearing and releasing the other.

The gearing input element and the engine are directly connected by a friction clutch, bypassing the hydraulic torque converter. Therefore, the torque transmission path established during overdrive fourth ratio operation is entirely mechanical.

When a vehicle with a transmission configured for overdrive operation, direct-coupling operation, or third-speed operation decelerates, the engine is driven by the torque transmission shaft, which normally functions as the torque output shaft. It is necessary. During coasting and deceleration of the vehicle, the engine may be prone to stalling because the torque transmission path in the transmission set up while torque is being transmitted in the opposite direction is entirely or partially mechanical. This is especially true when the vehicle is decelerated suddenly. With the improvement according to the present invention,
When braking a vehicle in which the transmission is in the direct-coupling or overdrive range, the transmission can quickly respond to changes in the angular velocity of the output shaft, and therefore the transmission control device switches the transmission to the second transmission as quickly as possible. The speed ratio is downshifted, thereby reducing the likelihood of the engine's tendency to stall.

The invention includes a regulating device mounted on the driven shaft and generating a fluid pressure speed signal typically used by a controller to initiate a speed ratio conversion;
The speed signal operates in conjunction with the torque or torque demand signal, as described above, to control the drive range transformation and set the appropriate speed ratio for any given drive condition. A downshift is accomplished during rapid deceleration of the vehicle by cutting off the transmission of the regulated pressure signal to the shift valve that controls the selection of the drive range or torque ratio in the gear mechanism.

The regulator is keyed to the output shaft and can rotate therewith during normal operation. However, when the output shaft is rapidly decelerated, the adjusting device is arranged to change the relative angle with respect to the output shaft. Typically, the regulating device is held by a preload spring force to set the position of the generated pressure signal port within the regulating mechanism in relation to the regulating pressure transmission path to the shift valve. If the vehicle is suddenly decelerated while the output shaft is in forward motion, the momentum of the entire regulating device exceeds the force due to the preload, causing the entire device to rotate together relative to the shaft until it hits a stop. In that case, the flow path between the counterweight and the shaft is not in line, and the regulated pressure created by the regulating mechanism passes through the exhaust port, which now matches the regulated output port of the regulating device. Become. At the same time, the supply port to the regulator is cut off.

When the deceleration ends or decreases to such an extent that it falls below the limit value, the regulating device is angularly displaced by the action of the preload spring, thereby reducing the pressure of each regulating device port leading to the regulating pressure transmission path to the shift valve. The normal position is set.

We are aware of prior art patent No. 3,523,597 to Lemieux, which discloses a downshift valve in a torque converter transmission for increasing engine braking during wheel brake application. However, that disclosure does not include an inertial sensing regulator that provides forced downshifts during braking. Furthermore, since the torque converter of the Lemieux transmission has a damping effect, the problems associated with the present invention do not exist in the Lemieux transmission.

In FIG. 1A, reference numeral 10 generally indicates a fluid torque converter and reference numeral 12 generally indicates a compound planetary gear unit. The clutch device and brake device are designated by 1 in FIG.
4, 16, 18, 20 and 22. The clutch system, brake system, gear unit, and fluid unit together create a plurality of torque transmission paths between the engine drive crankshaft 24 and the power output propulsion shaft 26, the propulsion shaft 26 passing through the differential and axle set and drive shaft. Connected to the drive wheels.

The torque converter 10 includes an impeller 28, a bladed turbine 30, a bladed stator 32, and
An overrunning brake 34 is provided to secure the stator 32 to the housing to prevent rotation in one direction while allowing rotation in the opposite direction. Impeller 28, turbine 30
and stator 32 together create a toroidal fluid circuit in a known manner, with impeller 28 being driven by crankshaft 24 and turbine 30 connected to turbine sleeve shaft 36.

The gear unit 12 includes a ring gear 38, a large sun gear 40, a small sun gear 42, and a set of long small planetary gears 4.
4 and a set of short planetary pinions 46.
Pinions 44 and 46 are mounted on a common carrier 48 and are adapted to mesh with each other, with pinion 44 also meshing with ring gear 38 and sun gear 40. Pinion 46 meshes with both pinion 44 and sun gear 42 . The ring gear 38 is the propulsion shaft 2
6 is connected so that it can be driven.

A brake band 22 of the brake system surrounds a brake drum which is directly connected to a carrier 48. The overrunning brake or coupling 50 also provides a torque reaction flow path from the carrier 48 to the fixed portion of the housing. fitting 50
is effective in setting the torque reaction force application point during normal acceleration of the vehicle. Brake band 22 is activated when torque is transmitted in the opposite direction through the gearing, such as when reversing or coasting. Joint 50 and brake band 22 act in parallel.

Clutch 20 operates to establish a torque transmission path between turbine shaft 36 and small sun gear 42 during forward operation, excluding overdrive. When the clutch 18 is activated during reverse operation, the turbine shaft 36
A drive connection is established between the large sun gear 40 and the large sun gear 40 .
During intermediate speed ratio operation, friction brake 14 operates to transmit reaction torque from gear 40 to the housing. Overrunning brake or fitting 5
2 is arranged in series with the friction brake 14, and acts to transmit a reaction force brake to the friction brake 14 that is activated during intermediate speed ratio operation.

A forward and direct drive clutch 54 connects a central shaft 56 to the carrier 48 during overdrive operation, the shaft 56 being connected to the engine crankshaft 24.
directly connected to.

The first speed ratio is obtained by applying the brake band 22 to lock the composite carrier 48. Applying brake band 22 and forward clutch 20 transmits turbine torque to sun gear 42, driving ring gear 38 in the forward drive direction with maximum torque ratio. As mentioned above, during low speed ratio operation, the overrunning joint 50
Alternatively, a torque reaction point can be obtained either by the brake band 22, which can adjust the reverse torque transmission via the gearing that occurs during coasting. All of the torque transmitted to the transmission mechanism passes through the fluid torque converter as a torque flow path.

When the friction brake 14 is activated, the joint 52 and
A reaction torque is transmitted via the active brake 14, and the sun gear 40 acts as a reaction member, resulting in a shift to an intermediate speed ratio. Sun gear 42 also serves as a torque input element connected to the turbine shaft via articulated clutch 20.

Activation of clutch 54 establishes a split torque transmission path through third ratio actuation. Turbine torque is transmitted to sun gear 42 via articulated clutch 20, but a portion of the engine torque is bypassed to the converter and directly to carrier 48 via shaft 56 and articulated clutch 54.
transmitted to. In this way, only a portion of the engine torque is transmitted hydrodynamically and the remainder mechanically.

The fourth speed ratio operation is performed by the clutch 54 and the brake 14.
This is done by releasing the clutch 20 while keeping it engaged and engaging the overdrive brake band 16. Engine torque is applied to shaft 56 and clutch 54
When transmitted to the carrier, the sun gear 40 acts as a reaction point and the ring gear 38 is overdriven. All of the torque is transmitted mechanically,
It cannot be transmitted hydrodynamically at all.

Reverse drive is performed by simultaneously engaging the brake 22 and clutch 18.

If the vehicle is suddenly braked while the transmission is in the fourth or third gear ratio, the engine tends to suddenly decelerate and stall. This can be achieved either by a direct drive relationship between the engine crankshaft and the shaft 26, or by a partial mechanical connection, depending on whether it is the 4th or 3rd gear ratio in practice. This is due to the fact that all or part of the torque is transmitted mechanically. The improvements according to the invention overcome this problem.

FIG. 1c shows the output shaft 26 mounted within the propulsion shaft extension housing 58. The shaft 26 is supported by a bearing sleeve 60 forming part of the transmission housing and by a non-drive bearing and liquid seal arrangement 62 within the non-drive end of the housing 58.

Shaft 2 so that complex adjustment device set 64 can be driven.
6. The regulating device 64 includes a counterweight 66 and a regulating valve body 68. The counterweight 66 is provided with an opening 70 through which the shaft 26 extends. The opening is provided with a keyway or groove 72 that receives a drive ball 74 that is placed within a locating recess formed in the surface of the shaft 26.

7 in Figs. 2A and 2B is attached to the regulating valve body 68.
A pair of extending shoulders of tightening bolts 80 and 82, indicated at 6 and 78, are provided. Regulating valve body 68 is secured to counterweight 66 by bolts 80 and 82. See Patent No. 3032049 for a description and drawings of the function and structure of the regulating valve body and associated valve elements.

Counterweight 66 is provided with an opening 84 through which shaft 26 extends. A groove 86 is formed in the opening 84 into which a ball stop 88 retained within a recess 90 in the shaft 26 engages. Counterweight 66 is adapted for limited rotation relative to axis 26 . The angular position of the adjusting device body 66 relative to the shaft 26 is determined by the ball stop 8.
8.

The adjustment device main body 68 and the counterweight 66 are
The retaining ring 92 fitted into the retaining ring groove 94 fixes the retaining ring 92 on the shaft 26 in the axial direction. A coil spring 96 surrounds the retaining ring 92 with one end extending radially inwardly between the ends of the retaining ring 92 and secured to the shaft 26 as shown at 98.
The other end of the spring 96 is secured to the counterweight 66 and held in place by a spring support notch 100. During assembly, spring 96 is preloaded to rotate counterweight 66 clockwise, as seen in FIG. 2B, so that ball 8
8 is in contact with one side of the positioning groove 86. The normal direction of rotation of the entire adjustment device is indicated by arrow W in FIG. 2B.

Another set of adjustment devices having parts in common with the embodiment of FIGS. 2A and 2B is shown in FIGS. 3A and 3B. Elements common to both embodiments are indicated by common reference symbols; in the case of FIGS. 3A and 3B, the reference symbols are provided with a dash.

The retaining ring 102 holds the adjustment device body 66' against the shaft 2.
6 and fixed in the axial direction. Adjustment device body 6
6' engages shoulder 104 on shaft 26'. A corresponding shoulder 106 is formed on the shaft 26 in embodiments 2A and 2B.

A retaining ring 10 is inserted into the retaining ring groove 108 in the shaft 26'.
2 is inserted. The retaining ring 102 has a shaft 26'.
A driving protrusion 110 is provided which is fitted into the hole 112 of. One end of the retaining ring 102 extends in the tangential direction as shown at 112. One end of a coil spring 114 engages with the end of the tangentially extending portion 112 of the retaining ring. The other end of the coil spring 114 is connected to a spring support 116 that is secured to the regulator body 68' and held in place by a bolt 80'. usually,
Spring 114 is tensioned to rotate counterweight 66' clockwise relative to shaft 26'.

In cases such as the embodiment of FIGS. 2A and 2B, the angular displacement of the adjuster counterweight 66' relative to the shaft 26' is limited by a ball stop 88'.

The embodiment of Figures 4A and 4B is essentially the same as the two embodiments described in the previous sections, except for the spring placement. 4th A and 4th
In the embodiment shown in Figure B, the counterweight body 6
A tension spring 118 is provided within the opening 120 formed in the 6". One end of the spring 118 is attached to the anchor pin 12 which is held by the counterweight 66".
It is fixed at 2. The other end of the spring 118 is attached to the shaft 26''
and is connected to a set screw 124 extending radially therefrom. The set screw 124 is
Matches opening 120 in counterweight 66 .

Figure 4A shows the shaft 26'' and counterweight 66'' in their normal position during operation of the transmission. When the vehicle is rapidly decelerated, counterweight 66'' moves relative to axis 26'' to the position shown in FIG. 4B. The normal forward drive rotation direction of the shaft 26 is
Indicated by arrow W in Figures A and 4B.

Elements of the embodiment of FIGS. 4A and 4B that are common to the two embodiments described in the preceding sections are designated with a double dash and the same reference symbol.

During the rotation of the regulator set and output shaft 26, the regulator valve applies centrifugal force to generate a pressure signal quantitatively related to the rotational speed of the shaft 26' or 26'', as described in Patent No. 3,043,322. Fluid pressure is applied to the regulating valve through port 126, as shown in FIG.
6″ into the supply channel 128. The port 126 is
It communicates with a corresponding pressure supply port in the regulating valve body 68'.

The pressure signal produced by the regulator set is routed to a regulator pressure outlet port 130, which in turn communicates with a regulator pressure transmission path 132 of shaft 26''.
The pressure transmission line 132 leads to the adjusting device body for the automatic transmission. A vent port 134 formed in the counterweight 66'' leads to an exhaust port for the entire regulator. The portion of the opening 86'' between the vent port 134 and the regulator pressure port 130 serves as a land for the rotary valve. , which is indicated by reference symbol 136.

FIG. 5A shows the relationship between the rotational speed of the output shaft 26 and time when the vehicle is decelerated as the engine throttle is relaxed. The dotted line in FIG. 5A represents the normal deceleration in any given time from the moment the throttle is relaxed. The solid line in FIG. 5A represents the deceleration of the vehicle versus time when the driver of the vehicle applies the brakes to the vehicle to achieve a more rapid deceleration. FIG. 5B shows the relationship between regulating pressure and time from the moment of engine throttling relaxation in a conventional regulating device such as that described in the prior art patent mentioned above. The curve shows the point at which the downshift of the transmission valve is initiated by the regulating pressure.

The regulated pressure of the present invention is shown in FIG. 5c in contrast to the conventional regulated pressure profile shown in FIG. 5B. The point that the switching valve is downshifted by the adjustment pressure is that
As seen in Figure 5c, it has been moved considerably to the left. Thus, the improved regulator of the present invention provides for more rapid downshift valving, thereby avoiding excessive engine deceleration and tendency to stall. This tendency is due to the fact that, as explained earlier, the driveline, which is completely mechanical when operating in the fourth gear ratio, is partially mechanically driven in the case of one-to-one direct drive. caused by The torque converter, which in conventional powertrains usually cushions the deceleration of the engine, is eliminated or partially eliminated in the case of the transmission shown in FIG. 1A. Accordingly, the presently improved regulating device is particularly adapted to be used in a power transmission line of the type shown in FIG. 1A.

As seen in FIGS. 4A and 4B, the regulated pressure transmission path typically leads to the output port of the regulated valve arrangement shown in FIG. 4A. When the vehicle is decelerated at a speed represented by the solid curve in FIG. 5A, the counterweight 66' moves to the position shown in FIG.
The regulating passage exposed to the valve body of the transmission and thus within the valve body of the transmission is vented via the vent port 134. At the same time, the land portion 136 cuts off the communication between the regulating pressure outlet port 130 and the regulating passage 132. If deceleration is aborted, the counterweight 66'
The pretensioning of return spring 118 causes it to be moved back to the normal drive position of FIG. 4A. Other second
The embodiment of Figures 4A-3B operates in essentially the same manner as the embodiment of Figures 4A and 4B.

[Brief explanation of the drawing]

Figure 1A is from AS Leonard et al., 197910.
FIG. 1B is a schematic diagram of a gear device including an adjustment mechanism of the present invention disclosed in Patent Application No. 82399 titled “Multi-speed ratio overdrive transmission device” filed on May 5th, 2006. 1C is a sectional view of the propulsion shaft and propulsion shaft housing of the transmission mechanism as shown in FIG. 1A, which generally shows the complete adjustment device of the present invention. 2A is an enlarged sectional view showing the adjustment mechanism attached to the propulsion shaft of the transmission device as shown in FIG. 1A, taken along the line 2A-2A in FIG. 2B.
Figure B is the second view from the plane of line 2B-2B in Figure 2A.
FIG. 3A is a side view of a modified adjustment device capable of performing the functions of the embodiment of FIGS. 2A and 2B; FIG. 3B is a side view of the adjustment device set shown in FIG. 4A and 4B are schematic diagrams showing a modified set of adjusting devices capable of performing the function of the embodiment of FIGS. 2A and 2B; Figures 5A, 5B and 5C show the characteristics of the regulating device of the present invention. 26: Driven shaft, 68: Adjustment device main body, 70: Opening, 88: Stopping device, 96, 114, 118:
Spring device, 126: Pressure supply port, 128: Pressure supply path, 130: Adjustment pressure port, 132: Adjustment pressure transmission path, 134: Ventilation port.

Claims (1)

[Scope of Claims] 1. A driven shaft forming a torque output member of an automatic transmission, and an adjustment device main body that is connected to the driven shaft and can rotate together, and the main body has an opening through which the shaft extends. the body is rotatable relative to the driven shaft restraint device, and includes a stop device for limiting relative angular displacement of the body and the driven shaft relative to the driven shaft defined by the restraint device. a spring device for biasing the main body to a first position relative to the driven shaft in response to deceleration inertia acting on the main body as the driven shaft is decelerated; a regulating pressure port and a vent port in the body communicating with the opening at an angular distance; a regulating pressure transmission path that mates with the regulating pressure port when the body is in the first relative position, the angle of the body being adjustable to a second position relative to the driven shaft, thereby adjusting the angle of the body to a second position relative to the driven shaft; A regulating valve assembly for an automatic transmission in a motor vehicle powertrain including an internal combustion engine, wherein a pressure transmission path communicates with the vent port and the regulating pressure port is intermittently disconnected. 2. The combination according to claim 1, wherein the body includes a pressure supply port communicating with the opening at a position separated by an angle relative to the ventilation port on one side thereof, and the adjustment a pressure port is located opposite the vent port, the driven shaft has a pressure supply passage and the body has a pressure supply port, and the body and the driven shaft are connected to the first
When in the relative angular position, the supply port is in communication with the supply path, and the main body and the driven shaft are connected to the second
The pressure supply port is cut off when in the relative angular position. 3. The combination according to claim 1, wherein the spring device is prestressed and is connected at one end to the body and at the other end to the driven shaft, thereby normally and the driven shaft is biased to the first position, and the angle of the main body is adjusted to the second position relative to the driven shaft in response to deceleration inertia acting on the main body. .